EP3196449B1 - Dispositif de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne Download PDF

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Publication number
EP3196449B1
EP3196449B1 EP15835722.8A EP15835722A EP3196449B1 EP 3196449 B1 EP3196449 B1 EP 3196449B1 EP 15835722 A EP15835722 A EP 15835722A EP 3196449 B1 EP3196449 B1 EP 3196449B1
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European Patent Office
Prior art keywords
injection
fuel
time
fuel injection
internal combustion
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EP15835722.8A
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German (de)
English (en)
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EP3196449A4 (fr
EP3196449A1 (fr
Inventor
Satoshi Matsuda
Masahiro Toyohara
Osamu Mukaihara
Makoto Ijyuin
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a control device of an internal combustion engine.
  • a multi-stage injection control in which a plurality of times of fuel injections are performed during one combustion cycle, is disclosed (for example, see PTL 1). According to such a multi-stage injection control, it is possible to reduce an adhering amount of fuel within a cylinder and to increase uniformity of an air-fuel mixture, and it is possible to reduce exhaust emission.
  • WO 2012/004884 A1 discloses an injection quantity learning device for an internal combustion engine which enables both learning speed and learning accuracy to be learned.
  • JP 2004-068 606 A (PTL 3) discloses a method for an overlap of a fuel injection timing between a plurality of injectors connected with a shared common rail.
  • a division ratio for allocating a demand total injection amount to each injection during one combustion cycle is determined based on an operation state of the internal combustion engine. Therefore, optimization for combustion demand can be performed while guaranteeing accuracy with respect to an air/fuel ratio.
  • the operation state is changed, a demand change of the division ratio is reflected in each injection amount, the division ratio and the total injection amount cannot be kept and thereby there is a problem that a desired air/fuel ratio cannot be controlled with high accuracy.
  • An object of the invention is to provide a control device of an internal combustion engine enabling a demand air/fuel ratio to be satisfied with high accuracy.
  • the invention provides a control device of an internal combustion engine according to claim 1 including a calculation unit that calculates the number of fuel injections within one combustion cycle and a fuel injection rate within one combustion cycle for each first period; a first storage unit that stores the number of fuel injections and the fuel injection rate calculated by the calculation unit in the first period; a reference unit that refers to the number of fuel injections and the fuel injection rate stored by the first storage unit for each second period which is different from the first period; a second storage unit that stores the number of fuel injections and the fuel injection rate referred to by the reference unit in an interval from a start time of a first fuel injection of at least one combustion cycle until a start time of the last fuel injection; and a control unit that controls a fuel injection valve in a manner such that fuel is injected in accordance with the number of fuel injections and the fuel injection rate stored by the second storage unit.
  • ECU Engine Control Unit
  • Fig. 1 is a schematic view illustrating an entire configuration of an internal combustion engine system including an ECU 9 according to an embodiment of the invention.
  • an engine 1 is provided with a piston 2, an intake valve 3, and an exhaust valve 4.
  • Intake air passes through an air flow meter (air flow sensor) 22, enters a throttle valve 19, and is supplied from a collector 15 that is a branch unit to a combustion chamber 21 of the engine 1 via an intake pipe 10 and the intake valve 3.
  • a signal indicating an intake flow rate is output from the air flow sensor 22 to the ECU 9.
  • Fuel is supplied from a fuel tank 23 to the internal combustion engine by a low-pressure fuel pump 24 and is further raised to a pressure necessary for the fuel injection by a high-pressure fuel pump 25. Fuel is injected and supplied from a fuel injection valve 5 (hereinafter, referred to as an injector 5) to the combustion chamber 21 of the engine 1, and is ignited by an ignition coil 7 and an ignition plug 6.
  • a fuel injection valve 5 hereinafter, referred to as an injector 5
  • An ignition control is a mechanism that is performed by an electrifying control to the ignition coil 7 at a desired ignition time by the ECU 9.
  • a pressure of fuel is measured by a fuel pressure sensor 26 and a signal thereof is output to the ECU 9.
  • Exhaust gas after combustion is discharged to an exhaust pipe 11 via the exhaust valve 4.
  • the exhaust pipe 11 is provided with a three-way catalyst 12 purifying the exhaust gas.
  • Fig. 2 is a block diagram illustrating a relationship between input and output signals of the ECU 9 illustrated in Fig. 1 .
  • the ECU 9 is configured of an I/O LSI 9a including an A/D converter, a CPU 9b, and the like.
  • the ECU 9 executes a predetermined calculation process, outputs various control signals calculated as calculation results, and supplies predetermined control signals to an electric control throttle 18 of Fig. 1 that is an actuator, the low-pressure fuel pump 24 of Fig. 1 , the high-pressure pump solenoid 25 of Fig. 1 , the ignition coil 7 of Fig. 1 , and the injector 5 of Fig. 1 .
  • the I/O LSI 9a of Fig. 2 is provided with a drive circuit (not illustrated) that drives the injector 5 of Fig. 1 , boosts and supplies a voltage supplied from a battery using a boosting circuit (not illustrated), and controls a current using a drive IC (not illustrated) to drive the injector 5.
  • a drive circuit (not illustrated) that drives the injector 5 of Fig. 1 , boosts and supplies a voltage supplied from a battery using a boosting circuit (not illustrated), and controls a current using a drive IC (not illustrated) to drive the injector 5.
  • the ECU 9 is provided with a rotation speed detecting unit that calculates an engine speed from a signal of the crank angle sensor 16, and a unit that determines whether or not the three-way catalyst 12 of Fig. 1 is warmed up from a water temperature of the internal combustion engine obtained from a water temperature sensor 8 of Fig. 1 , an elapsed time after engine start, or the like.
  • the injector 5 is mounted on a portion of the intake pipe 10.
  • a drive control and a fuel injection amount of the injector 5 necessary for the combustion of the internal combustion engine can be optimally controlled.
  • Fig. 3 is a diagram illustrating an example of the number of multi-stage injections calculated by the ECU according to an embodiment of the invention.
  • the number of injections to be injected during one combustion cycle which is from a start of an intake stroke to an end of an exhaust stroke of each cylinder is calculated based on an operation state of the engine such as the engine speed of the internal combustion engine or a demand torque.
  • the number of injections is determined from a demand from performance improvement of the internal combustion engine, a minimum injection pulse width in which the injector 5 can inject with high accuracy, and a performance of the ECU 9.
  • Fig. 4 is a diagram for explaining a first problem of a multi-stage injection control.
  • Reference numeral 400 of Fig. 4 indicates a calculation period of the number of injections and the division ratio of the multi-stage injection of nth cylinder.
  • the number of injections is 2, a first injection division ratio is 1, and a second injection division ratio is 3.
  • the calculation period is obtained and the second injection division ratio is changed from 3 to 1 by a change in the operation state.
  • the number of injections of the nth cylinder is 2, the first injection division ratio is 1, and the second injection division ratio is 1.
  • Reference numeral 404 of Fig. 4 indicates a calculation time of the number of injections and the division ratio of the multi-stage injection of n+lth cylinder. Similar to the above description, at time of 405, it is shown that the number of injections is 2, the first injection division ratio is 1, and, the second injection division ratio is 3, and at time T402, the calculation period is obtained, it is shown that the second injection division ratio is changed from 3 to 1 by the change in the operation state, at time of 406, the number of injections is 2, the first injection division ratio is 1, and the second injection division ratio is 1.
  • Reference numeral 407 is an injection pulse for executing a first injection of one combustion cycle of the nth cylinder and the fuel injection is performed from the injector 5 based on the pulse signal.
  • the number of injections is 2
  • the first injection division ratio is 1
  • the second injection division ratio is 3 from 401. Therefore, the injection pulse required to inject 1/4 of a total injection amount is output.
  • the second injection division ratio may be increased in the change in the division ratio illustrated in Fig. 4 , also in this case, the demand air/fuel ratio cannot be satisfied.
  • the demand air/fuel ratio of the internal combustion engine cannot be maintained because the fuel injection time is different from the calculation of the number of injections and the division ratio.
  • the ECU 9 performs the fuel injection control to satisfy the desired air/fuel ratio even in a case where the number of demand injections and the demand of the division ratio are changed.
  • the fuel injection control executed by the ECU 9 according to an embodiment of the invention will be described.
  • Fig. 5 is a time chart illustrating the first control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • a time (hereinafter, referred to as an injection control reference position) that serves as a reference for setting at least one of each injection time and each injection pulse width of the multi-stage injection within one combustion cycle refers to an update time of the invention.
  • the injection control reference position is, for example, a predetermined time of the intake stroke.
  • Reference numeral 500 of Fig. 5 indicates a calculation time of the number of injections and the division ratio of the multi-stage injection.
  • the number of injections and the division ratio are calculated, at 503 up to the next calculation time T502, the calculation result at T501 is obtained.
  • the next time T502 the number of injections and the division ratio are calculated, at 505 up to the next calculation time T504, the calculation result at T502 is obtained.
  • the ECU 9 functions as a calculation unit that calculates a fuel injection rate indicating a rate of the number of fuel injections within one combustion cycle and each fuel injection rate within one combustion cycle for each first period (calculation period).
  • the ECU 9 and a memory cooperate to function as a first storage unit that stores the number of fuel injections and the fuel injection rate calculated by the calculation unit in the first period.
  • the memory may be built in the ECU 9, or may be provided on an outside of the ECU 9.
  • Reference numeral 506 of Fig. 5 indicates an update time of the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder.
  • the injection control reference position is the update time and the injection control reference position T506 is updated to a value of 503 that is a calculation result of the latest number of injections and the division ratio.
  • the ECU 9 functions as a reference unit that refers the number of fuel injections and the fuel injection rate stored by the first storage unit.
  • the ECU 9 and a memory cooperate to function as a second storage unit that stores the number of fuel injections and the fuel injection rate referred to by the reference unit in an interval from a start time of a first fuel injection to a start time of the last fuel injection of at least one combustion cycle.
  • the second storage unit starts to store (immediately after the reference or after a predetermined time has elapsed) in synchronization with the reference of the reference unit.
  • the first period for example, an interval from T501 to T502
  • the second period for example, an interval from T506 to T508.
  • the second period is a period in synchronization with the rotation of the internal combustion engine.
  • the injection control reference position T508 that is the next update time is updated to a value of 509 that is a calculation result of the latest number of injections and the division ratio.
  • the value of 507 is used for calculation of each injection amount of the injection pulse 513 for executing the last injection from the injection pulse 512 for executing the first injection of the multi-stage injection within one combustion cycle of Fig. 5 . Therefore, the number of injections and the division ratio can be constantly held during the injection interval while reflecting the latest number of injections and the division ratio to each injection amount.
  • the ECU 9 functions as a control unit that controls the fuel injection valve so as to inject fuel according to the number of fuel injections and the fuel injection rate stored by the second storage unit.
  • the number of fuel injections and the fuel injection rate, which are used in the control of the fuel injection valve are not changed. Therefore, it is possible to satisfy the demand air/fuel ratio with high accuracy.
  • the number of injections and the division ratio can be constantly held during the injection interval of the cylinder while reflecting the latest number of injections and the division ratio to each cylinder by separately setting the injection control reference positions respectively in each cylinder.
  • Fig. 6 is a time chart illustrating the application example of the first control of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • the injection control reference positions are separately set in each cylinder.
  • Reference numeral 600 of Fig. 6 indicates an update time of the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder.
  • the values of the number of injections and the division ratio are updated.
  • Reference numeral 601 of Fig. 6 indicates an update time of the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the n+lth cylinder (next cylinder).
  • the values of the number of injections and the division ratio are updated.
  • the value of 600 is used, and in the calculation of each injection amount of the multi-stage injection of the n+lth cylinder, the value of 601 is used. Therefore, the number of injections and the division ratio can be constantly held during the injection interval of the cylinder while reflecting the latest number of injections and the division ratio in each cylinder.
  • the injection control reference position is the update time.
  • an injection start time of a first injection pulse in one combustion cycle an injection start time of the last injection pulse or an injection end time in one combustion cycle, an ignition time in one combustion cycle, or a time based on a crank angle is the update time, similar to the above description, the number of injections and the division ratio during the injection interval of the cylinder can be constantly held.
  • the update time will be described with reference to Figs. 7 to 10 .
  • Fig. 7 is a time chart illustrating the second control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • an injection start time of the first injection pulse within one combustion cycle is the update time.
  • the start time of the second period (for example, an interval from T701 to T703) is the start time (T701) of the first fuel injection (700) in one combustion cycle.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are updated to the latest values.
  • the number of injections and the division ratio are updated to the latest values.
  • Fig. 8 is a time chart illustrating a third control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • an injection start time of the last injection pulse within one combustion cycle is the update time.
  • an injection end time T802 of the last injection pulse 800 may be an update time.
  • the start time of the second period (for example, an interval from T801 to T804) is a start time (T801) or an end time (T802) of the last fuel injection (800) in one combustion cycle before one combustion cycle.
  • the number of injections and the division ratio are updated to the latest value.
  • Fig. 9 is a time chart illustrating a fourth control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • an ignition time within one combustion cycle is the update time.
  • Reference numeral 900 of Fig. 9 is an ignition signal of the nth cylinder and ignition is performed at a time in which electric connection is performed to the ignition coil 7 at T901, and electric connection is blocked at T902.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are updated to the latest values.
  • the start time of the second period (for example, an interval from T902 to T904) is the ignition time (T902) in one combustion cycle before one combustion cycle.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are updated to the latest values.
  • Fig. 10 is a time chart illustrating the fifth control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • a specific time is the update time.
  • Reference numeral T1000 of Fig. 10 is an intake stroke start (crank angle 0°) of one combustion cycle and the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder at T1000 are updated to the latest calculation values. Similarly, at the intake stroke start (crank angle 0°) of the next combustion cycle, the number of injections and the division ratio at T1001 are updated to the latest values.
  • the start time of the second period (for example, an interval from T1000 to T1001) is a predetermined time of the intake stroke of one combustion cycle.
  • the predetermined time is, for example, a time according to a predetermined crank angle.
  • the crank angle 0° is the update time
  • a more advance side than the first injection start time of one combustion cycle may be the update time.
  • it is set to be more retard side than the last injection start time of a pre-combustion cycle.
  • the predetermined time is a time which is on the advance side more than the first injection start time T1002 and on the retard side more than the last injection start time T1003 of one combustion cycle.
  • Fig. 11 is a time chart illustrating the sixth control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • Fig. 11 is a time chart of a case where a storage start time is a fuel injection time.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are stored as an latest calculation value 1102 at T1101.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are stored as an latest calculation value 1110 at T1107.
  • the number of injections and the division ratio may be stored.
  • the ECU 9 functions as a second storage unit which ends the storage at the start time (T1103) or the end time (T1104) of the last fuel injection (1102) of one combustion cycle. Moreover, the end of the storage means that a value stored by a memory is released.
  • the ECU 9 may end the storage within an interval from the start time (T1103) or the end time (T1104) of the last fuel injection of one combustion cycle to the end time (T1107) of the second period (for example, an interval from T1101 to T1107) .
  • Fig. 12 is a time chart illustrating the seventh control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • the storage start time is the injection control reference position and the storage end time is the ignition time.
  • the number of injections and the division ratio which are used when calculating each injection amount of the multi-stage injection of the nth cylinder are stored as the latest calculation value 1202 at T1200.
  • the ECU 9 functions as the second storage unit that ends the storage at the ignition time (for example, T1201) of one combustion cycle.
  • the number of injections and the division ratio are stored as the latest calculation value 1205 at T1203.
  • Fig. 13 is a time chart illustrating the eighth control example of the fuel injection control executed by the ECU according to an embodiment of the invention.
  • the storage end time is a time when a desired time ⁇ t has elapsed from the storage state time.
  • the predetermined time ⁇ t is a value which is estimated time from T1301 to the last injection of the combustion cycle based on the operation state, and may have a certain margin considering a change in the operation state.
  • the predetermined time ⁇ t may be set as a time corresponding to the crank angle.
  • the ECU 9 functions as the second storage unit that ends to store at a time (for example, T1302) when the predetermined time ⁇ t has elapsed from the start time (for example, T1301) or the end time of the first fuel injection of one combustion cycle based on the operation state of the internal combustion engine.
  • Figs. 5 to 13 although the time in which the division ratio and the number of fuel injections of the invention are updated or stored is described, even if an example of the storage start time and an example of the storage end time are exchanged, the same effects can be obtained if the time includes an interval from the first injection start to the last injection start of the combustion cycle.
  • any combination of times in Figs. 5 to 13 , or another time corresponding thereto may be used.
  • the division ratio is not necessary to be stored. The same is true for the number of injections.
  • Fig. 14 is an example of a time chart illustrating an injection pulse width necessary for injecting desired fuel when the fuel pressure of the internal combustion engine is changed.
  • Reference numeral 1400 of Fig. 14 indicates the injection pulse width necessary for injecting desired fuel
  • 1401 indicates the fuel pressure
  • the injection pulse width 1400 is decreased.
  • a demand injection pulse width is necessary to correct by the fuel pressure supplied to the injector 5.
  • the necessity of correction of the fuel pressure is generally known and the description thereof will be omitted here.
  • Fig. 15 is an example of a flowchart of the calculation control and a multi-stage injection control of the number of injections and the division ratio executed by the ECU according to an embodiment of the invention.
  • the multi-stage injection control of one cylinder among a plurality of cylinders of the internal combustion engine is illustrated as a representative.
  • a calculation process of Fig. 15 is repeatedly executed at a predetermined calculation period. That is, processes from step S1500 to step S1504 are repeatedly executed by the ECU 9 at a predetermined calculation period.
  • the calculation period is a period based on at least one of time and the crank angle (for example, every 1 ms or every 10 deg).
  • the calculation may be performed with an interruption process to the ECU 9 triggered by notifying the ECU 9 of the injection start time of the injector 5.
  • step S1500 of Fig. 15 a total injection pulse width TI_ALL for injecting the total fuel amount demanded in one combustion cycle is calculated.
  • the total injection pulse width TI_ALL is a value calculated based on the intake air amount measured by the air flow sensor 20, the engine speed, the water temperature obtained from the water temperature sensor 8, the fuel pressure obtained from the fuel pressure sensor 26, or the like, and is preferably the calculation period capable of corresponding to fluctuation of the fuel pressure.
  • the ECU 9 functions as a calculation unit that calculates the total fuel amount demanded in one combustion cycle based on the operation state and the fuel pressure of the internal combustion engine.
  • the ECU 9 and a memory cooperate to function as the first storage unit that stores the total fuel amount calculated by the calculation unit in the first period.
  • step S1501 of Fig. 15 the number of injections N and a division ratio SPLIT_n (n is an integer equal to or less than N) are calculated.
  • step S1502 of Fig. 15 it is determined whether or not the number of injections and the division ratio are updated, if the determination is true, the procedure proceeds to step S1503 and the number of injections N and the division ratio SPLIT_n which are used in each injection amount calculation of the multi-stage injection are updated to the values calculated in step S1501. When it is not update time, the procedure proceeds to the process of step S1504 of Fig. 15 .
  • the number of injections and the division ratio can be constantly held during the injection interval by not updating the number of injections and the division ratio during the injection interval of the cylinder while reflecting the latest number of injections and the division ratio.
  • each injection pulse width TI_n (n is an integer equal to or less than N) is calculated by the following equation (1) using the number of injections N of the multi-stage and the division ratio SPLIT_n updated in step S1503, and the demand total injection pulse width TI_ALL calculated in step S1500.
  • TI _ n TI _ ALL ⁇ SPLIT _ n
  • Each injection pulse width TI_n calculated in step S1504 reflects the latest total injection pulse width TI_ALL while keeping the division ratio during one combustion cycle. Therefore, even if the fuel pressure change occurs when the multi-stage injection is executed, it is possible to perform the air/fuel ratio control with high accuracy.
  • the ECU 9 functions as the control unit that controls the fuel injection valve so as to inject fuel according to the total fuel amount stored by the first storage unit.
  • step S1502 of Fig. 15 may be omitted.
  • step S1502 and S1503 may be deleted from the flowchart illustrated in Fig. 15 and step S1503 may be executed with another trigger (crank angle, injector drive signal, and injection signal).
  • the multi-stage injection capable of controlling a desired air/fuel ratio with high accuracy can be performed.
  • the start time (update time) of the second period is not limited to those illustrated in the embodiments described above .
  • the start time of the second period may be a time within an interval from the start time of the last fuel injection in one combustion cycle before one combustion cycle to the start time of the first fuel injection in one combustion cycle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (14)

  1. Dispositif de commande d'un moteur à combustion interne avec une multiplicité de cylindres, qui exécute une pluralité d'injections de carburant à l'intérieur d'un cycle de combustion, le dispositif comprenant :
    - une unité de calcul qui calcule le nombre d'injections de carburant à l'intérieur d'un cycle de combustion et le taux d'injection de carburant, qui indique chaque taux d'injection de carburant, pour chaque période de calcul désignée comme première période ;
    - une première unité de stockage qui stocke le nombre d'injections de carburant et le taux d'injection de carburant calculés par l'unité de calcul dans la première période ;
    - une unité de référence qui fait référence au nombre d'injections de carburant et au taux d'injection de carburant stockés par la première unité de stockage pour chaque période de mise à jour désignée comme seconde période, qui est différente de la première période, dans laquelle une position de référence de commande d'injection est un temps de mise à jour et la position de référence de commande d'injection est mise à jour à une valeur qui est un résultat de calcul, et dans laquelle une autre valeur remplace la valeur considérée à une position de référence de commande d'injection lors d'un cycle de combustion suivant ;
    - une seconde unité de stockage qui stocke le nombre d'injections de carburant dans un cycle de combustion et un rapport de division d'injection multi-étage désigné comme taux d'injection de carburant, auquel l'unité de référence fait référence, indiquant un taux de chaque injection de carburant à l'intérieur du cycle de combustion considéré dans un intervalle depuis un temps de départ d'une première injection de carburant d'au moins un cycle de combustion jusqu'à un temps de départ d'une dernière injection de carburant ; et
    - une unité de commande (9) qui commande une valve d'injection de carburant d'une manière telle que du carburant est injecté en accord avec le nombre d'injections de carburant et avec le taux d'injection de carburant stockés par la seconde unité de stockage, dans lequel l'unité de calcul effectue le calcul d'une quantité totale de carburant demandée à l'intérieur du cycle de combustion considéré, sur la base de l'état de fonctionnement et d'une pression du carburant du moteur à combustion interne,
    caractérisé en ce que
    la première unité de stockage stocke la quantité totale de carburant calculée par l'unité de calcul dans la première période, et en ce que l'unité de commande effectue la commande d'une valve d'injection de carburant d'une manière telle que du carburant est injecté en accord avec la quantité totale de carburant stockée par la première unité de stockage.
  2. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    le temps de départ de la seconde période est un temps à l'intérieur d'un intervalle depuis le temps de départ de la dernière injection de carburant dans un cycle de combustion avant le cycle de combustion concerné jusqu'au temps de départ de la première injection de carburant du cycle de combustion concerné.
  3. Dispositif de commande d'un moteur à combustion interne selon la revendication 2, dans lequel
    le temps de départ de la seconde période est le temps de départ de la première injection de carburant dans le cycle de combustion concerné.
  4. Dispositif de commande d'un moteur à combustion interne selon la revendication 2, dans lequel
    le temps de départ de la seconde période est le temps de départ ou un temps final de la dernière injection de carburant dans un cycle de combustion avant le cycle de combustion concerné.
  5. Dispositif de commande d'un moteur à combustion interne selon la revendication 2, dans lequel
    le temps de départ de la seconde période est un temps d'allumage dans un cycle de combustion avant le cycle de combustion concerné.
  6. Dispositif de commande d'un moteur à combustion interne selon la revendication 2, dans lequel le temps de départ de la seconde période est un temps prédéterminé d'une course d'admission du cycle de combustion concerné.
  7. Dispositif de commande d'un moteur à combustion interne selon la revendication 6, dans lequel
    le temps prédéterminé est un temps en accord avec un angle de vilebrequin prédéterminé.
  8. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    la seconde unité de stockage commence à stocker en synchronisation avec une référence de l'unité de référence.
  9. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    la seconde unité de stockage finit de stocker à l'instant de départ ou à un instant final de la dernière injection de carburant du cycle de combustion concerné.
  10. Dispositif de commande d'un moteur à combustion interne selon la revendication 9, dans lequel
    la seconde unité de stockage finit de stocker à un temps d'allumage du premier cycle de combustion.
  11. Dispositif de commande d'un moteur à combustion interne selon la revendication 9, dans lequel
    la seconde unité de stockage finit de stocker à un instant quand un temps prédéterminé s'est écoulé depuis le temps de départ ou le temps final de la première injection de carburant du cycle de combustion concerné sur la base d'un état de fonctionnement du moteur à combustion interne.
  12. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    la première période est plus courte que la seconde période.
  13. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    la seconde période est une période en synchronisme avec la rotation du moteur à combustion interne.
  14. Dispositif de commande d'un moteur à combustion interne selon la revendication 1, dans lequel
    l'unité de calcul effectue le calcul du nombre d'injections de carburant et du taux d'injection de carburant en se basant au moins sur l'état de fonctionnement du moteur à combustion interne.
EP15835722.8A 2014-08-29 2015-08-05 Dispositif de commande de moteur à combustion interne Active EP3196449B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014176437 2014-08-29
PCT/JP2015/072158 WO2016031510A1 (fr) 2014-08-29 2015-08-05 Dispositif de commande de moteur à combustion interne

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EP3196449A1 EP3196449A1 (fr) 2017-07-26
EP3196449A4 EP3196449A4 (fr) 2018-05-30
EP3196449B1 true EP3196449B1 (fr) 2020-01-08

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EP3586521B1 (fr) * 2017-02-22 2022-04-20 Sense Labs, Inc. Identification de changements d'état de dispositif à l'aide de données d'alimentation et de données de réseau
JP6866827B2 (ja) * 2017-11-15 2021-04-28 トヨタ自動車株式会社 内燃機関の制御装置
CN112096535B (zh) * 2020-08-13 2021-11-02 东风汽车集团有限公司 发动机燃油喷射次数控制方法、系统及汽车

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JP3876788B2 (ja) * 2002-08-01 2007-02-07 マツダ株式会社 エンジンの燃料噴射制御装置
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JP5372728B2 (ja) 2009-12-25 2013-12-18 日立オートモティブシステムズ株式会社 筒内噴射式内燃機関の制御装置
JP5516144B2 (ja) 2010-06-30 2014-06-11 マツダ株式会社 自動車搭載用ディーゼルエンジン
WO2012004884A1 (fr) 2010-07-09 2012-01-12 トヨタ自動車株式会社 Dispositif d'apprentissage de la quantité d'injection pour moteur à combustion interne
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JP6280990B2 (ja) 2018-02-14
CN106605057A (zh) 2017-04-26
EP3196449A4 (fr) 2018-05-30
US10655557B2 (en) 2020-05-19
CN106605057B (zh) 2020-05-15
US20170234260A1 (en) 2017-08-17
JPWO2016031510A1 (ja) 2017-06-01
WO2016031510A1 (fr) 2016-03-03
EP3196449A1 (fr) 2017-07-26

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